CN110940981B - Method for judging whether position of object in front of vehicle is in own lane - Google Patents
Method for judging whether position of object in front of vehicle is in own lane Download PDFInfo
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- CN110940981B CN110940981B CN201911198581.3A CN201911198581A CN110940981B CN 110940981 B CN110940981 B CN 110940981B CN 201911198581 A CN201911198581 A CN 201911198581A CN 110940981 B CN110940981 B CN 110940981B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/89—Radar or analogous systems specially adapted for specific applications for mapping or imaging
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Abstract
The invention relates to a method for judging whether the position of a target in front of a vehicle is in a lane of the vehicle, when the running state of the vehicle is a curve low-speed running state, the curve low-speed running track of the vehicle is regarded as circular motion, a plane rectangular coordinate system XOY is established by taking the position of the vehicle as an origin O, the center coordinates of a virtual circle where the running track of the vehicle is positioned are (r, 0), firstly, the turning radius r of the running track of the vehicle is calculated according to a formula r=v/omega, wherein v represents the speed of the vehicle, omega represents the yaw rate of the vehicle, and then the turning radius r of the running track of the vehicle is calculated according to the formulaTo calculate the turning radius r1 of the target driving track, and then according to the formula w= (0.015 x r x arcsin (x/y 1 ) +0.85) x 2 to calculate the width w of the virtual lane line where the target is located, wherein the driving track of the host vehicle is set as the center line of the virtual lane line, if the distance between the target and the center line of the virtual lane line is less than half of the width of the virtual lane line, the target is determined to be in the host lane, otherwise, the target is determined not to be in the host lane.
Description
Technical Field
The invention relates to the field of safe driving of vehicles, in particular to the field of forward collision early warning of vehicles. More specifically, the present invention relates to a vehicle front-end identification method including a method for determining whether a position of a vehicle front-end target is within a host lane. It will be apparent to those skilled in the art that the present invention is also applicable to other fields.
Background
With the increasing quantity of automobiles and the rapid development of road transportation industry, the automobiles bring convenience to life and prosperous economy of people and also bring serious challenges to road safety. The vehicle forward collision early warning device is widely applied to the field of vehicle safe driving as a part of a vehicle-mounted monitoring system, and can assist a driver to safely drive a vehicle by combining related technologies such as sensing, communication, control and the like.
At present, the recognition of targets in front of a vehicle by common vehicle forward collision early warning equipment on the market is mainly realized by the following modes: firstly, a front image of a vehicle is acquired through a forward vision sensor, then an image processing technology is used for detecting a target vehicle in the front image of the vehicle, and then the distance between the vehicle and the front vehicle and the running direction of the front vehicle are estimated according to information in the front image of the vehicle, or a radar is further added to improve the ranging precision, so that the target possibly collided is identified and tracked. However, the track of the vehicle in the curve driving process and the track of the target vehicle in front cannot be accurately estimated, and the target vehicle in front of the lane is difficult to effectively identify and track in the curve driving process of the vehicle, so that the common forward collision early warning device of the vehicle is easy to generate false alarm in the curve driving process of the vehicle, the accuracy of the forward collision early warning device of the vehicle is seriously influenced, and the safety of the vehicle in the curve driving process is further influenced.
Chinese patent CN104101878B discloses a method for identifying a target in front of a vehicle, which specifically discloses a method for selecting a target using a radar, which relatively improves the accuracy of radar for identifying a target since the target in a curve is considered and the lateral position of the target in the curve is corrected. However, the method only uses the radar target selecting module alone without combining the vision collecting module, which is disadvantageous to the integrity and accuracy of the candidate target recognition, and at the same time, the method does not divide and recognize the running state of the vehicle more finely, and does not distinguish how to recognize the target in different running states, so that the accuracy of recognizing the target by the method needs to be further improved.
Against this background, there is a need for a vehicle front-end identification method capable of satisfying different driving states, capable of identifying a front object quickly, accurately and at low cost, the vehicle front-end identification method including a method for judging whether the position of the vehicle front object is within the own lane according to the present invention.
Disclosure of Invention
In view of the foregoing drawbacks of the prior art, the present invention provides a method for identifying a front target of a vehicle. The vehicle front destination identification method can estimate the driving track and the lane line position of the vehicle by utilizing multi-sensor information and combining the information of the vehicle speed, the yaw rate, the target position information, the movement state and the like, and identify various driving states, such as at least a high-speed state, a low-speed state and a curve state, so as to adopt different target selection strategies according to different driving states, thereby quickly, accurately and cheaply identifying the target of the vehicle lane.
The invention has the general idea of constructing a vehicle front target identification method, which can combine the advantages of a vision acquisition module and a radar module, and fuse the information acquired by a vision sensor and a radar, thereby providing a more comprehensive and accurate target identification mode, and distinguishing different driving states at the same time so as to adopt different target identification strategies according to different driving states, thereby further improving the accuracy of target identification, in particular the accuracy of main target identification. The vehicle front destination identification method includes a method for determining whether a position of a vehicle front destination is within a host lane according to the present invention. In one embodiment according to the present invention, the running states of the vehicle include a normal running state, a normal low-speed running state, and a curve low-speed running state, and when the running state of the vehicle is the curve low-speed running state, the curve low-speed running track of the vehicle is regarded as circular motion, and the method for judging whether the position of the object ahead of the vehicle is within the own lane is: establishing a plane rectangular coordinate system XOY by taking the position of the vehicle as an origin O, wherein the plane rectangular coordinate system XOY is an XOY plane in an SAE coordinate system, the positive X-axis direction of the plane rectangular coordinate system XOY is the tangential direction of the running track of the vehicle, the tangential point is the origin O, the positive Y-axis direction of the plane rectangular coordinate system XOY is the right-side direction perpendicular to the X-axis in the plane of the vehicle body, the center coordinates of a virtual circle where the running track of the vehicle is located are (r, 0), the target coordinates are (Y, X), the center coordinates of a virtual circle where the running track of the vehicle is located are (r, 0), and the center coordinates of the virtual circle where the running track of the vehicle is located and the virtual circle where the running track of the target is located are both (r, 0)) After establishing a planar rectangular coordinate system XOY with the host vehicle position and the host vehicle travel track and marking the coordinate position of the target, first according to the formulaCalculating the turning radius r of the driving track of the vehicle, wherein v represents the speed of the vehicle, ω represents the yaw rate of the vehicle, and then +.>To calculate the turning radius r1 of the target travel track, and then calculate the turning radius r1 according to the formula w= (0.015 x r x arcsin (x/y 1 ) +0.85) x 2 to calculate the width w of the virtual lane line where the target is located, wherein the driving track of the host vehicle is set as the center line of the virtual lane line, if the distance between the target and the center line of the virtual lane line is less than half of the width of the virtual lane line, the target is determined to be in the host lane, otherwise, the target is determined not to be in the host lane.
In another embodiment according to the present invention, when the running state of the vehicle is a normal running state or a normal low-speed running state, the method for determining whether the position of the object in front of the vehicle is within the own lane is: and establishing a plane rectangular coordinate system XOY by taking the position of the vehicle as an origin O, wherein the plane rectangular coordinate system XOY is an XOY plane in an SAE coordinate system, the positive X-axis direction of the plane rectangular coordinate system XOY is the advancing direction of the driving track of the vehicle, the positive Y-axis direction of the plane rectangular coordinate system XOY is the right-side direction perpendicular to the X-axis in the plane of the vehicle body, the coordinate mark of the object is (Y, X), the width w of a virtual lane line where the object is positioned is calculated according to a formula w= (0.015 x+0.85) X2, the driving track of the vehicle is set as the center line of the virtual lane line, if the distance between the object and the center line of the virtual lane line is smaller than half of the width of the virtual lane line, the object is judged to be positioned in the vehicle, otherwise, the object is judged not to be positioned in the vehicle.
According to one embodiment of the present invention, the determination condition of the running state of the host vehicle is: if the speed of the vehicle is greater than a preset speed threshold, judging that the running state of the vehicle is a normal running state; if the speed of the vehicle is greater than or equal to 0 and less than or equal to the preset speed threshold, further judging whether the yaw rate of the vehicle is greater than the preset yaw rate threshold, and simultaneously judging whether the absolute value of the coordinates of the front object of the vehicle in the Y direction in the SAE defined vehicle body coordinate system is greater than the absolute value of the coordinates of the object in the Y direction in the previous frame image, and if the yaw rate of the vehicle is greater than the preset yaw rate threshold and simultaneously the absolute value of the coordinates of the front object of the vehicle in the Y direction in the SAE coordinate system is also greater than the absolute value of the coordinates of the object in the Y direction in the previous frame image, judging that the running state of the vehicle is a curve low-speed running state; otherwise, judging the running state of the vehicle to be a common low-speed running state.
According to one embodiment of the present invention, the vehicle speed of the host vehicle is obtained by a wheel speed sensor. The yaw rate of the host vehicle is acquired, for example, by a gyroscope and an acceleration sensor. According to one embodiment of the invention, the preset speed threshold may be, for example, 35km/h, 40km/h, 45km/h or 50km/h. The predetermined yaw rate threshold may be, for example, 0.07rad/s, 0.08rad/s, or 0.09rad/s.
Various embodiments of the vehicle front target identification method and the method for determining whether the position of the vehicle front target is within the own lane according to the present invention will be described in detail below.
Compared with the prior art, the vehicle front destination identification method and the corresponding system have at least the following advantages:
(1) According to the vehicle front target identification method and the corresponding system, the vision acquisition module and the radar module can be combined, so that the comprehensiveness and the accuracy of the identified front target are improved.
(2) According to the method for identifying the front target of the vehicle and the corresponding system, different driving states can be distinguished, and different target identification strategies are formulated according to the different driving states, so that the accuracy of target identification, especially the accuracy of main target identification, is further improved. Therefore, the vehicle front destination identification method and the corresponding system can assist the driver to take collision avoidance measures in time, effectively improve the safety of driving the vehicle and reduce the probability of traffic accidents.
Drawings
The invention is illustrated by way of example, and not by way of limitation, with reference to the accompanying drawings, in which:
fig. 1 illustrates a flow chart of a vehicle front destination identification method according to the present invention.
Fig. 2 illustrates a graph of a host vehicle and a front target when a running state of the vehicle is a normal running state or a normal low-speed running state in a method of identifying a front target of the vehicle according to the present invention.
Fig. 3 is a graph illustrating a host vehicle and a front target when the driving state of the vehicle is a curve low-speed driving state in the vehicle front target identification method according to the present invention.
Fig. 4 is a flowchart schematically showing a process of selecting a main target from the target list when the running state of the vehicle is a normal running state in the vehicle front destination identification method according to the present invention.
Fig. 5 is a flowchart schematically showing a process of selecting a main target from the target list when the running state of the vehicle is a normal running state in another method of identifying a front target of the vehicle according to the present invention.
Fig. 6 is a flowchart schematically showing a main target selection strategy when the running state of the vehicle is a normal low-speed running state in the vehicle front destination identification method according to the present invention.
Fig. 7 is a flowchart schematically showing a main target selection strategy when the running state of the vehicle is a curve low-speed running state in the vehicle front target identification method according to the present invention.
Detailed Description
Embodiments of the present invention will now be described in detail with reference to examples shown in the drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the embodiments. It will be apparent, however, to one skilled in the art, that the embodiments may be practiced without some or all of these specific details. In other instances, well-known steps and/or structures have not been described in detail in order to not unnecessarily obscure the embodiments. It is to be understood by one of ordinary skill in the art that the present discussion is a description of exemplary embodiments only, and is not intended as limiting the broader scope of the invention, which is embodied in the exemplary steps and/or structures.
Fig. 1 illustrates a flow chart of a vehicle front destination identification method according to the present invention. The vehicle front target identification method shown in fig. 1 can improve the accuracy of vehicle front target identification and reduce the cost of vehicle front target identification on the premise of ensuring the accuracy.
As shown in fig. 1, in one embodiment according to the present invention, the vehicle front end identification method 100 includes the steps of:
(1) Target information in front of the vehicle and vehicle information of the host vehicle are collected, as shown in step 101 in fig. 1. In one embodiment according to the invention, the target information in front of the vehicle may be acquired by an image sensor or a vision sensor, for example by an image sensor or a vision sensor, which image or video contains the target information. In another embodiment according to the invention, the information of the targets in front of the vehicle can also be obtained by means of a radar (for example a millimeter wave radar), which is able to find the targets by means of radio and determine their spatial position. In yet another embodiment according to the invention, the target information in front of the vehicle may be acquired by means of an image sensor and/or a radar. That is, the target information in front of the vehicle may be acquired by a combination of an image sensor and a radar (i.e., by a combination of two sensor technologies), and then the target information may be extracted by using a sensor fusion technology. Here, the target information includes at least position information of the target, a motion state of the target, and a duration of time the target appears in the effective view. In one embodiment according to the present invention, the vehicle information of the host vehicle includes at least the vehicle speed and the yaw rate of the host vehicle. The speed of the vehicle can be obtained by a wheel speed sensor. The yaw rate of the host vehicle can be obtained by a gyroscope and an acceleration sensor.
(2) A target list is generated from the target information, as shown in step 102 in fig. 1. In a vehicle front image or video obtained by an image sensor or a vision sensor, there may be a plurality of vehicle front targets, and at the same time, for each target, a plurality of information items or information items of each target may need to be detected and monitored. According to one embodiment of the present invention, in order to facilitate classification, display, extraction, calculation, and analysis of the target information, a target list may be generated from the target information. In one embodiment according to the invention, generating the target list from the target information may be implemented by a sensor fusion technique.
(3) The running state of the host vehicle is determined based on the vehicle information of the host vehicle, as shown in step 103 in fig. 1. In one embodiment according to the present invention, the running state of the host vehicle includes a normal running state, a normal low-speed running state, and a curve low-speed running state. For example, in finely dividing and identifying the vehicle running state, the discrimination criteria of the vehicle running state are: if the speed of the vehicle is greater than a preset speed threshold, for example, the speed of the vehicle is more than 35km/h (kilometers per hour), judging that the running state of the vehicle is a normal running state; if the vehicle speed of the host vehicle is equal to or greater than 0 and equal to or less than the preset speed threshold, for example, 0km/h is equal to or less than 35km/h of the host vehicle, further judging whether the yaw rate of the host vehicle is greater than the preset yaw rate threshold, for example, 0.07rad/s (radian per second), and simultaneously judging whether the absolute value of the coordinates of the object in front of the host vehicle in the Y direction in a vehicle body coordinate system (SAE coordinate system) defined by SAE (Society of Automotive Engineers, namely, society of automotive engineers) is greater than the absolute value of the coordinates of the object in the Y direction in the previous frame image, and if the yaw rate of the host vehicle is greater than the preset yaw rate threshold (for example, 0.07 rad/s) and simultaneously the absolute value of the coordinates of the object in front of the host vehicle in the Y direction in the SAE coordinate system is also greater than the absolute value of the coordinates of the object in the Y direction in the previous frame image, judging that the running state of the host vehicle is a low-speed running state; otherwise, judging the running state of the vehicle to be a common low-speed running state. That is, the running state of the host vehicle is determined as the curve low-speed running state only when the above-described requirements are satisfied by all of the vehicle speed of the host vehicle, the yaw rate of the host vehicle, and the absolute value of the coordinates of the target ahead of the host vehicle in the SAE coordinate system in the Y direction, and otherwise, the running state of the host vehicle is determined as the normal low-speed running state. For example, in one embodiment according to the present invention, if the vehicle speed of the host vehicle is 60km/h (here, the preset speed threshold value is 35 km/h), the running state of the host vehicle may be determined to be the normal running state. Since the vehicle generally runs at a reduced speed while turning, the situation in which the vehicle is running while turning is considered only when the vehicle speed is at a low speed. For another example, in one embodiment according to the present invention, if the vehicle speed of the host vehicle is 25km/h while the yaw rate of the host vehicle is 0.08rad/s (here, the preset speed threshold is 35km/h and the preset yaw rate threshold is 0.07 rad/s) and while the absolute value of the coordinates of the object in front of the host vehicle in the SAE coordinate system in the Y direction is greater than the absolute value of the coordinates of the object in the Y direction in the previous frame image, the running state of the host vehicle is determined to be the curve low-speed running state. For another example, in one embodiment according to the present invention, if the vehicle speed of the host vehicle is 0km/h, the yaw rate of the host vehicle is 0rad/s, and at the same time, the absolute value of the coordinates of the object in front of the host vehicle in the Y direction in the SAE coordinate system is equal to the absolute value of the coordinates of the object in the Y direction in the previous frame image, the running state of the host vehicle is determined to be the normal low-speed running state. It can be seen that the normal low-speed running state includes a state in which the host vehicle is stationary, for example, a state in which the host vehicle is at a red light, which means that the vehicle front destination identification method according to the present invention can continue to select the destination without stopping the operation even in the case where the vehicle is stationary. Regarding the SAE body coordinate system, the person skilled in the art can refer to the well-known prior art (e.g. website: https:// www.360doc.com/content/17/0225/08/40003352_631837542. Shtml) and will not be described in detail here.
It is obvious to a person skilled in the art that the preset speed threshold and the preset yaw-rate threshold are both variable, and that a person skilled in the art can freely choose specific values of the preset speed threshold and the preset yaw-rate threshold according to the actual needs or specific requirements. For example, the preset speed threshold may be 35km/h, 40km/h, 45km/h, 50km/h, etc., while the preset yaw rate threshold may be 0.07rad/s, 0.08rad/s, 0.09rad/s, etc.
(4) Depending on the different driving states of the host vehicle, different target selection strategies are used to select the main target from the target list, as shown in step 104 of fig. 1. In a front image or video of a vehicle obtained by an image sensor or a vision sensor, there may be a plurality of front targets of the vehicle, and in order to avoid collision with the front targets and to monitor and track collision risk in real time, it is necessary to preferentially identify a main target most likely to collide with the host vehicle. In one embodiment according to the invention, the choice of primary target priority from the target list is determined by: (1) the distance between the target and the host vehicle; (2) whether the location of the target is within the own lane; (3) confidence of the target; and (4) the number of image frames in which the target is continuously selected as the own-lane target. In one embodiment according to the present invention, the order and/or priority of the above four factors may be set according to importance or actual needs. In an embodiment according to the invention, the primary target selected from the list of targets is provided with at least the following features: the distance between the target and the host vehicle is the smallest. Further, when a main target is selected from the target list, it is necessary to determine whether or not the position of the target ahead of the vehicle is within the own lane. With respect to confidence, it will be readily appreciated by those skilled in the art that confidence indicates how well a certain event is trustworthy. When detecting or judging whether the target appears in the image or video in front of the vehicle, the confidence level needs to be used to give the detection result or the reliability level of the judgment result. The confidence level shows the accuracy of the detection result or the judgment result. For example, when the primary target is selected, a preset confidence threshold value needs to be set, and the preset confidence threshold value is related to the running state of the vehicle (i.e., the own vehicle). For example, in one embodiment according to the present invention, when the running state of the vehicle is a normal running state, the main target selected from the target list requires: the confidence level of the target is greater than or equal to 0.8 (i.e., the preset confidence threshold is 0.8). For another example, when the running state of the vehicle is a normal low-speed running state, the main target selected from the target list requires: the confidence level of the target is greater than or equal to 0.6 (i.e., the preset confidence threshold is 0.6). The confidence level of the target may be obtained by various image detection methods or other ways, and will not be described in detail herein. In one embodiment according to the invention, the confidence level of the target is preferentially dependent on the following factors: (1) whether the target is detected by an image detection algorithm; (2) whether the target is detected by radar; (3) whether the target is in motion; and (4) the duration of time that the target is present within the effective FOV. In one embodiment according to the present invention, the order and/or priority of the above four factors may be set according to importance or actual needs. In an embodiment according to the invention, the primary object selected from the list of objects is for example further characterized by: the number of image frames in which the target is consecutively selected as the own lane target is greater than or equal to a preset frame number threshold, for example, 20 frames.
Only when the object in the object list meets a preset condition (preset condition), it is selected as the master object in the object list. In colloquial terms, the predetermined condition is a threshold for screening the primary target. The preset condition is formed by arranging and combining at least two factors in a priority order and/or other required orders. For example, in one embodiment according to the present invention, the primary targets selected as in the target list are required to meet the following preset conditions: (1) The distance between the target and the host vehicle is the smallest and (2) the position of the target is within the host lane. For another example, in a specific embodiment according to the present invention, the following preset conditions need to be met for the primary target in the target list: (1) the distance between the target and the host vehicle is the smallest; (2) the location of the target is within the host lane; and (3) the confidence level of the target is greater than or equal to a preset confidence threshold, such as greater than or equal to 0.8. For another example, in a specific embodiment according to the present invention, the following preset conditions need to be met for the primary target in the target list: (1) the distance between the target and the host vehicle is the smallest; (2) the location of the target is within the host lane; (3) The confidence level of the target is greater than or equal to a preset confidence threshold, such as greater than or equal to 0.7; and (4) the number of frames of the image of which the target is continuously selected as the own-lane target is greater than or equal to a preset frame number threshold, for example, 30 frames. Under different road scenes, different preset conditions can be set according to different target detection and tracking requirements to screen the main target.
Fig. 2 illustrates a graph of a host vehicle and a front target when a running state of the vehicle is a normal running state or a normal low-speed running state in a method of identifying a front target of the vehicle according to the present invention. According to one embodiment of the present invention, when the running state of the vehicle is a normal running state or a normal low-speed running state (e.g., straight running), the method for determining whether the position of the vehicle front target is within the own lane is: the method comprises the steps of establishing a plane rectangular coordinate system XOY by taking a vehicle position as an origin O, wherein the plane rectangular coordinate system XOY is an XOY plane in an SAE coordinate system, the positive X-axis direction of the plane rectangular coordinate system XOY is the advancing direction (horizontally pointing forward) of a vehicle running track, the positive Y-axis direction of the plane rectangular coordinate system XOY is the right-side direction perpendicular to the X-axis in a vehicle body plane, and the coordinates of a target are marked as (Y, X), as shown in fig. 2, and the width w of a virtual lane line of the position of the target can be calculated according to a formula w= (0.015 x+0.85) X2. Here, the virtual lane line is actually fitted by an algorithm (e.g., an image recognition algorithm), and is not a physical lane line printed on an actual driving surface, because a large error is caused by using the printed physical lane line when determining whether a target (e.g., a preceding vehicle) is within the own lane. For example, based on the characteristics of millimeter wave radar, the farther from the host vehicle the target its lateral error is greater, e.g., the lateral error of the target 20 meters in front may be plus or minus 0.5 meters, while the target lateral error 120 meters in front may reach plus or minus 2 meters, which is already over half the conventional lane line width. In addition, in certain situations or in certain places, the printed physical lane lines do not have to be present. According to the present invention, the position of the vehicle front target can be more accurately and conveniently determined by means of the virtual lane line. In one embodiment according to the present invention, the own vehicle running track is set as the center line of the virtual lane line. And if the distance between the target and the central line of the virtual lane line is smaller than half of the width of the virtual lane line, judging that the target is in the own lane, otherwise, judging that the target is not in the own lane. The above-described method for determining whether the position of the vehicle front target is within the own lane according to the present invention can realize accurate determination of the position of the vehicle front target with simple operation at low cost. In practical application, the method for judging whether the position of the front target of the vehicle is in the lane according to the invention can enable the accuracy of judging the position of the front target of the vehicle to reach more than 95% when the vehicle is in a normal running state or a normal low-speed running state.
Fig. 3 is a graph illustrating a host vehicle and a front target when the driving state of the vehicle is a curve low-speed driving state in the vehicle front target identification method according to the present invention. In general, when the vehicle turns, the vehicle travel locus can be regarded as circular motion. For example, as shown in fig. 3, regarding a curve low-speed running state of a vehicle as a circular motion, according to one embodiment of the present invention, when the running state of the vehicle is a curve low-speed running state, a method for judging whether or not a position of a target ahead of the vehicle is within a host lane is: establishing a plane rectangular coordinate system XOY (namely, a XOY plane in an SAE coordinate system) by taking the position of the vehicle as an origin O, wherein an arc OA is the vehicleThe positive direction of the X axis of the plane rectangular coordinate system XOY is the tangential direction (the tangential point is the origin O) of the arc OA, the positive direction of the Y axis of the plane rectangular coordinate system XOY is the right direction perpendicular to the X axis in the plane of the vehicle body, and the center coordinates of a virtual circle where the vehicle running track OA is located are (r, 0). In the embodiment shown in fig. 3, the arc line CD is a target running track, the target coordinates are (y, x), and the center coordinates of a virtual circle where the target running track CD is located are also (r, 0). It can be seen that, in the embodiment shown in fig. 3, the virtual circle where the own vehicle running track OA is located and the virtual circle where the target running track CD is located are concentric circles whose center coordinates are (r, 0). It will be readily appreciated by those skilled in the art that the value of r is generally large, so that it is reasonable to reduce the model of the two travel tracks to concentric circles and to make the calculation of the correlation simple. After establishing a planar rectangular coordinate system XOY with the host vehicle position and the host vehicle travel track and marking the coordinate position of the target, a radius of curvature r of the host vehicle travel track (i.e., a turning radius r of the host vehicle) is calculated according to the formula r=v/ω, where v represents the vehicle speed of the host vehicle, ω represents the yaw rate of the host vehicle, and then, according to the formulaTo calculate the radius of curvature r1 of the target travel track (i.e., the turning radius r1 of the target), and then to calculate the radius of curvature of the target travel track according to the formula w= (0.015 x r x arcsin (x/γ 1 ) +0.85) x 2 to calculate the width w of the virtual lane line where the target is located. Here, the virtual lane line is actually fitted by an algorithm (e.g., an image recognition algorithm), and is not a physical lane line printed on an actual driving surface, because a large error is caused by using the printed physical lane line when determining whether a target (e.g., a preceding vehicle) is within the own lane. In addition, in certain situations or in certain places, the printed physical lane lines do not have to be present. According to the present invention, the position of the vehicle front target can be more accurately and conveniently determined by means of the virtual lane line. In one embodiment according to the present invention, the own vehicle travel track is set as the center of the virtual lane lineAnd (3) a core line. And if the distance between the target and the central line of the virtual lane line is smaller than half of the width of the virtual lane line, judging that the target is in the own lane, otherwise, judging that the target is not in the own lane. The above-described method for determining whether the position of the vehicle front target is within the own lane according to the present invention can realize accurate determination of the position of the vehicle front target with simple operation at low cost. In practical application, the method for judging whether the position of the object in front of the vehicle is in the own lane according to the invention can enable the accuracy of judging the position of the object in front of the vehicle to reach more than 90% when the vehicle is in the curve low-speed driving state.
Fig. 4 illustrates a flowchart of selecting a primary target from the target list (i.e., a flowchart of a primary target selection strategy 400) when the driving state of the vehicle is a normal driving state in the vehicle front destination identification method according to the present invention. According to one embodiment of the present invention, when the driving state of the host vehicle is the normal driving state, searching the target list for a main target, judging whether the main target is successfully searched in the normal driving state (as shown in step 401 of fig. 4), if the main target meeting the preset condition is successfully searched in the target list (i.e., there is a main target meeting the preset condition in the target list), further judging whether the searched main target is identical to the main target selected in the previous frame image (as shown in step 402 of fig. 4), if the searched main target is identical to the main target selected in the previous frame image (as shown in step 403 of fig. 4), if the searched main target is not identical to the main target selected in the current frame image (as shown in step 403 of fig. 4), further judging whether the searched main target triggers an alarm or has a preset confidence (as shown in step 406 of fig. 4), wherein the preset confidence value is a preset confidence value, for example, if the searched main target is not 0, if the main target is not selected in the preset frame image (as shown in step 407), further judging whether the main target is not selected in the previous frame image (as shown in fig. 4), then the selected main target in the previous frame image is selected as the main target of the current frame image (as shown in step 410 in fig. 4), and if the selected main target does not exist in the previous frame image, the searched main target is selected as the main target of the current frame image (as shown in step 408 in fig. 4); if the main target meeting the preset condition is not successfully searched in the target list, step 601 is entered: it is determined whether the main target is successfully searched in the normal low-speed running state as shown in step 601 in fig. 4, 5 and 6.
Fig. 5 illustrates a flowchart of a main target selection strategy 500 when the driving state of the vehicle is a normal driving state in another vehicle front destination identification method according to the present invention. The primary target selection policy 500 shown in fig. 5 differs from the primary target selection policy 400 shown in fig. 4 in that the primary target selection policy 500 shown in fig. 5 further comprises step 404: determining whether the searched main target is identical to the candidate target and step 405: and taking the searched main target as a new candidate target, wherein the candidate target is a target with the position in the lane and the smallest distance with the vehicle. In most cases, the candidate target is the same target as the main target that meets the preset condition. As shown in fig. 5, the main target selection policy 500 searches the target list for a main target when the driving state of the host vehicle is the normal driving state, determines whether the main target is successfully searched in the normal driving state (as shown in step 401 in fig. 5), if the main target meeting the preset condition is successfully searched in the target list (i.e., there is a main target meeting the preset condition in the target list), further determines whether the searched main target is the same as the main target selected in the previous frame image (as shown in step 402 in fig. 5), if the searched main target is the same as the main target selected in the previous frame image, then selects the searched main target as the main target of the current frame image (as shown in step 403 in fig. 5), if the searched main target is not the same as the main target selected in the previous frame image, then further compares the searched main target with a candidate target (as shown in step 404 in fig. 5), wherein the candidate target is the position and the distance between the host vehicle and the selected main target is the same as the preset target (i.0, and the confidence value of the candidate is increased by, for example, if the searched main target is the same as the candidate target is the smallest (step 0.406) and the candidate target is the same as the target of the candidate target of the current frame image is increased (step 0): judging whether the searched main target triggers an alarm or has a preset confidence, if the searched main target is not the same as the candidate target (i.e. the searched main target and the candidate target are not the same target), taking the searched main target as a new candidate target (as shown in step 405 in fig. 5) and entering step 406: further determining whether the searched main target triggers an alarm or has a preset confidence (as shown in step 406 in fig. 5), wherein the preset confidence refers to a preset high confidence, for example, the confidence value is not less than 0.8), if the searched main target triggers an alarm or has a preset confidence, selecting the searched main target as a main target of a current frame image (as shown in step 409 in fig. 5), if the searched main target does not trigger an alarm and does not have a preset confidence, further determining whether a selected main target exists in a previous frame image (as shown in step 407 in fig. 5), if the selected main target exists in the previous frame image, selecting the selected main target in the previous frame image as a main target of the current frame image (as shown in step 410 in fig. 5), and if the selected main target does not exist in the previous frame image, selecting the searched main target as a main target of the current frame image (as shown in step 408 in fig. 5); if the main target meeting the preset condition is not successfully searched in the target list, step 601 is entered: it is determined whether the main target is successfully searched in the normal low-speed running state as shown in step 601 in fig. 4, 5 and 6. By introducing the candidate target and comparing the main target meeting the preset condition with the candidate target, the accuracy and stability of the selected main target can be effectively improved, and particularly, detection or tracking errors when the main target is selected can be effectively avoided. According to one embodiment of the present invention, for each frame of image acquired by the image sensor or the vision sensor, the main object in the image is searched by using the main object selection strategy according to the present invention, wherein the candidate object is the object closest to the own lane in the current frame of image, the main object may be the object closest to the own lane in which all of the consecutive several frames of images exist stably in the image, and if one object is not in the own lane nor is the object closest to the own lane in the current frame of image, but is considered as the object closest to the own lane in the previous consecutive several frames of images, the reason for this is likely due to erroneous detection or tracking error. Since a situation that may occur when a detection error or a tracking error occurs is that the main target found by searching in the current frame image is different from the main target selected in the previous frame image, although the previous target is not actually changed, the candidate target, which is the target most likely to replace the current main target, may be introduced in order to avoid such a detection error or tracking error.
Fig. 6 illustrates a flowchart of a main target selection strategy 600 when the driving state of the vehicle is a normal low-speed driving state in the vehicle front destination identification method according to the present invention. According to a specific embodiment of the present invention, when the driving state of the host vehicle is a normal low-speed driving state, searching a main target in the target list, judging whether the main target is successfully searched in the normal low-speed driving state (as shown in step 601 in fig. 6), and if the main target meeting the preset condition is successfully searched in the target list, selecting the searched main target as the main target of the current frame image (as shown in step 602 in fig. 6); if the main target meeting the preset condition is not successfully searched in the target list, the step 701 is entered: it is determined whether the main target is successfully searched in the curve low-speed running state (as shown in step 701 in fig. 6 and 7). In a specific embodiment, the main target is searched in a normal low-speed driving state, and the preset condition of the main target can be appropriately adjusted, for example, the preset confidence threshold of the target is reduced to 0.7.
Fig. 7 illustrates a flowchart of a main target selection strategy 700 when the driving state of the vehicle is a curve low-speed driving state in the vehicle front target identification method according to the present invention. According to a specific embodiment of the present invention, when the driving state of the host vehicle is a curve low-speed driving state, searching a main target in the target list, judging whether the main target is successfully searched in the curve low-speed driving state (as shown in step 701 in fig. 7), and if the main target meeting the preset condition is successfully searched in the target list, selecting the searched main target as the main target of the current frame image (as shown in step 704 in fig. 7); if the main target meeting the preset condition is not successfully searched in the target list, further judging whether a selected main target exists in the previous frame image (as shown in step 702 in fig. 7), if the selected main target exists in the previous frame image, selecting the selected main target in the previous frame image as the main target of the current frame image (as shown in step 705 in fig. 7), and if the selected main target does not exist in the previous frame image, returning and displaying the result: the present search does not find the primary target, as shown in step 703 of FIG. 7.
It will be apparent to those skilled in the art that numerous modifications and variations can be made to the embodiments described herein without departing from the spirit and scope of the claimed subject matter. Accordingly, the specification is intended to cover various embodiments and adaptations of the various embodiments described herein, provided such modifications and variations are within the scope of the appended claims and their equivalents.
Claims (7)
1. A method for judging whether a position of a target ahead of a vehicle is in a host lane, wherein the running states of the vehicle include a normal running state, a normal low-speed running state, and a curve low-speed running state, and when the running state of the vehicle is the curve low-speed running state, the curve of the vehicle is lowThe speed track is regarded as circular motion, and the method for judging whether the position of the object in front of the vehicle is in the lane is as follows: establishing a plane rectangular coordinate system XOY with a vehicle position as an origin O, wherein the plane rectangular coordinate system XOY is XOY plane in an SAE coordinate system, the positive direction of the X-axis of the plane rectangular coordinate system XOY is the tangential direction of a vehicle running track, the tangential point is the origin O, the positive direction of the Y-axis of the plane rectangular coordinate system XOY is the right direction perpendicular to the X-axis in a vehicle body plane, the center coordinates of a virtual circle where the vehicle running track is located are (r, 0), the target coordinates are (Y, X), and the center coordinates of a virtual circle where the target running track is located are also (r, 0), wherein the virtual circle where the vehicle running track is located and the virtual circle where the target running track is located are concentric circles with the center coordinates of (r, 0), after establishing the plane rectangular coordinate system XOY with the vehicle position and the vehicle running track and marking the coordinate position of the target, firstly calculating the turning radius r of the vehicle running track according to the formula r=v/ω, wherein v represents the vehicle speed of the vehicle, ω represents the yaw rate of the vehicle according to the formulaTo calculate the turning radius gamma of the target running track 1 And then according to the formula w= (0.015 x r x arcsin (x/y) 1 ) +0.85) x 2 to calculate the width w of the virtual lane line where the target is located, wherein the driving track of the host vehicle is set as the center line of the virtual lane line, if the distance between the target and the center line of the virtual lane line is less than half of the width of the virtual lane line, the target is determined to be in the host lane, otherwise, the target is determined not to be in the host lane.
2. The method according to claim 1, wherein when the running state of the vehicle is a normal running state or a normal low-speed running state, the method for determining whether the position of the vehicle front target is within the own lane is:
and establishing a plane rectangular coordinate system XOY by taking the position of the vehicle as an origin O, wherein the plane rectangular coordinate system XOY is an XOY plane in an SAE coordinate system, the positive X-axis direction of the plane rectangular coordinate system XOY is the advancing direction of the driving track of the vehicle, the positive Y-axis direction of the plane rectangular coordinate system XOY is the right-side direction perpendicular to the X-axis in the plane of the vehicle body, the coordinate mark of the object is (Y, X), the width w of a virtual lane line where the object is positioned is calculated according to a formula w= (0.015 x+0.85) X2, the driving track of the vehicle is set as the center line of the virtual lane line, if the distance between the object and the center line of the virtual lane line is smaller than half of the width of the virtual lane line, the object is judged to be positioned in the vehicle, otherwise, the object is judged not to be positioned in the vehicle.
3. The method according to claim 1 or 2, wherein the determination condition of the running state of the host vehicle is:
if the speed of the vehicle is greater than a preset speed threshold, judging that the running state of the vehicle is a normal running state;
if the speed of the vehicle is greater than or equal to 0 and less than or equal to the preset speed threshold, further judging whether the yaw rate of the vehicle is greater than the preset yaw rate threshold, and simultaneously judging whether the absolute value of the coordinates of the front object of the vehicle in the Y direction in the SAE defined vehicle body coordinate system is greater than the absolute value of the coordinates of the object in the Y direction in the previous frame image, and if the yaw rate of the vehicle is greater than the preset yaw rate threshold and simultaneously the absolute value of the coordinates of the front object of the vehicle in the Y direction in the SAE coordinate system is also greater than the absolute value of the coordinates of the object in the Y direction in the previous frame image, judging that the running state of the vehicle is a curve low-speed running state;
otherwise, judging the running state of the vehicle to be a common low-speed running state.
4. The method according to claim 1 or 2, wherein the vehicle speed of the host vehicle is obtained by a wheel speed sensor.
5. The method according to claim 1 or 2, characterized in that the yaw rate of the host vehicle is acquired by means of a gyroscope and an acceleration sensor.
6. A method according to claim 3, characterized in that the preset speed threshold is 35km/h, 40km/h, 45km/h or 50km/h.
7. A method according to claim 3, characterized in that the preset yaw-rate threshold is 0.07rad/s, 0.08rad/s or 0.09rad/s.
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